Triple valve.



H. F. BICKEL.

TRIPLE VALVE.

APPLICATION FILED SEPT.2I. 19|?.

2 SHEETS-SHEET l.

'267,362. Patented May 28,1918.

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HENRY IE'. BICKEL, OF PLAINFIELD, NEW JERSEY.

TRIPLE VALVE.

Specication of Letters Patent.

Patented May 28, 1918.

Application led September 21, 1917. Serial No. 192,473.

To all 'whom t may concern:

Be it known that I, HENRY F. BIGKEL, a citizen of the United States, residing at Plainfield, in the county of Union and State of New Jersey, have invented certain new and useful Improvements in Triple Valves, of which the following is a specification.

This invention relates to railway brakes and particularly to triple valves.

The device is an improvement on the triple valve described and claimed in my prior Patent No. 1,076,543, dated October 21, 1913. In said patent I describe and claim a triple valve in which quick service action is secured by the rapid venting of the train pipe pressure into measuring chambers of predetermined volume, one such chamber being associated with and controlled by each triple valve. This method of operation is advantageous because the venting action is constant, and determined wholly by the volume of the measuring chambers, so that the sticking or derangement of one of the triple valves cannot cause an abnormal venting, with undesired emergency action, such as may occur in similar devices in which the train pipe air is vented to the atmosphere or directly tothe brake cylinder.

In the valve of this prior patent, air from the measuring chamber was vented to the atmosphere in release position, and consequently was wasted. The present invention avails of a part of the energy from this air by permitting the pressure in the measuring chamber to equalize with that in the brake cylinder when the triple valve moves to service lap position. W'hen the triple valve later moves to release position the measuring chamber and the brake cylinder are vented to the atmosphere.

The triple valve illustrated in the present application has the familiar emergency vent and also a restricted release feature analogous to that described in my prior patent. Without meaning to imply the necessity for the presence of either or both of these features in valves embodying my present invention, I shall describe their vfunctions in order that the structure illustrated may be 'fully understood, and forl the purpose of illustrating the applicability of the present invention to valves of this relatively compleX type.

In the drawings:

Figure 1 is an axial vertical section of a lmain slide valve;

Fig. 4 is a view looking at the bottom of the slide valve;

Fig. 5 is a view looking at the top of the slide valve which serves as a seat for the ygraduating valve;

Fig. 6 is a plan view of the top of the graduating valve, ports being indicated in dotted lines;

Figs. 7, 8 and 9 are diagrammatic axial sections, respectively, showing normal release, service and service lap positions of the mechanism. In these views the planes of the ports have been shifted so that the fiow of the air through the valves can be traced on a single section.

First referring more particularly to Figs. l to 6 inclusive, it is to be noted that the construction of the valve is similar to that of triple valves in general use, and consequently no detailed description of the casing and of the main working parts is considered necessary.

The train pipe connection is shown at 11. When pressure is admitted to the train pipe it enters through the connection 11 and passes to the main air chamber 12 in the body of the triple valve. Thence it passes to the cylinder 13 in which the main piston operates. The feed passage 14C forms a bypass around the edge of the main piston 15 when this is in recharge and release position, and is the means by which air from the train pipe flows around this piston to the valve chamber 16, and thence by port 17 to the auxiliary reservoir (not shown). The bypass 14 is, as usual, of restricted area in order to delay recharge and prevent the reservoirs at the forward end of the train Afrom absorbing the entire supply of air fed `rod 18 also has lugs 2O and 21, by means of which it engages the main slide valve 22, the lugs 20 and 21 being so spaced as to permit lostv motion of the main slide valve with reference to piston 15, and consequently With reference to the graduating` valve 19. The resulting relative movement of the tvvo valves alloivs the graduating valve 19 to control certain ports in the slide valve. 22 to effect graduated application, terminate retardation of release andbring about equalization of measuring chamber and brake cylinder pressure at the proper times.

Motion of the piston 15 and rod 18 to the right is limited, upon a moderate rise of train pipe pressure above auxiliary reservoir pressure, by a slidable plunger 23 heldby a spring 24. Should, however, train pipe pressure preponderate markedly over auxiliary reservoir pressure, at the beginning of release on the frontcars of along train, the plunger 23 will yield, compressing spring 24. Rod 18 willthen move farther to the right until it collides with the end ofthe guide housing 25, Within which the plunger 23 and spring 24 are mounted. This overtravel of the piston 15 and rod l8-to the right is availed of to secure the retarded release through the resulting' abnormal travel of the main slide valve. The ultimate retrograde movement ofthe rod 18 and' valve 19 under all action of spring 24, as pressure equalization between train pipe and auxiliary reservoir is approached, brings about the restoration of normal or unrestricted release. This action is securedthrough special ports in the two valves and will later be described more in detail.

The main piston 15 is provided'vvith acylinder 26 in Which Works a vent piston 27 communicating by means of a restricted port 28 with main air chamber 12.

lThe stem 29 of piston 27 operates an emergency vent valve 30 Whose construction is familiar to those skilled in the art and is not directly involved in the present invention.

For a fuller understanding of the operation of this vent valve reference may be had to the patent to NeilV No. 745,735", December 1, 1903. As far as the present invention is concerned it suiiices to say that this valve 30 is a train pipe vent valve, and is normally held closedy by the spring 31. If the train pipe pressure is suddenly reduced for any cause the restricted port 28 prevents the outiioW ofv air from cylinder 26. Consequently when the main piston 15 moves to the: left under preponderatingk main reservoir pressure, piston 27 Will move Withit` suliciently far to force the valve 30open-in opposition to the action of-l spring 31" thereby securing the desired'sudden venting of the train pipe pressure through the valve 30.

Thebrake cylinder connection is shown at 32, the exhaust passage at 33 and the measuring chamber at 34.

The valve s eat 35 (Fig. 3) has a brake cylinder port 36 leading to connection-32;

exhaust port 37 and asecondary exhaust port 38 leading to passage 33; a restricted port 39 leadingqto train pipe chamber 12, and a" port 40leading to measuring chamber 3.4.

The main slide valve 22 (see Figs. 4 and 5) basa service port 41 leading from .its top to its bottom surface, adapted to commu-11icatey in. service, service lap and emergency positions with brake cylinder port 36 and to be controlled by. graduating. valve 1.9." The main slide valve also hasoii itsloiver face a recess 42 vwhich in release position. connects brake cylinder port 36 With exhaustport 37. The recess 42 communicates directly with a port 43 onthe top face ofslidev valve 22.. On the'loiver face of valve andftoivardv the end remote from service port 41 isretarded release lrecess4i.' This has restricted'communication through al minute port rv45 with the-main release'recess 42. The retardedrelease recess is connectedl to aport 46 onthe top ofy valve 22. Whenports43 andv46 are bridgedby a recess"47 in graduating valve 19, (see Fig. 6) recesses 42fand 44l are drectly connected andzthe retarding .effect of port 45 is ended. This takes. place When valve 19 is moved'back by spring 24v after stop or plunger 23has been overcome.

On thelovver faceI of valve 22'andto one side of recess 42 isan isolated 'recess 48 Which in releasev position ofthe slide valve connects port 40 with port 38 to exhaust pressure from themeasuring chamber 34.

The recess 48 connects: with a port 49 on the top of valve 22 and in service application position is over port 39leading to the train pipe. In this same positionI a port 50, connected to port 51' onthetopface of the valve,is in communication Withport 40 leading `to the vmeasuring' chamber. The slide valve 19' (see Fig.` 6) hasrecesses 52 and 53 connected by a passage 544 and in service applicationy position bridges por-ts 49 and 5l thus-.connecting ports 39 and 40.

When service lap occurs valve 19 moves to the'right on valve 22, Whichremains at rest. Thi'scloses serviceport 41 and causes recesses-52 and 53to register with ports 51 and 41 respectively and# establish connection through passagey 54 between measuring chamber. 345 and brake-cylinder connection :32.

The description so far refers to Figs. 1 to 6.. It will now `facilitate the understanding of the port: action to refer to Figs. 7 `to 9, which showy the three positions, involvediin the quick service action. Inl these figures the' ports are in pure diagram and' bear the reference numerals applied to Figs. 1 tol with one exception. The recesses 52 and53 andy connecting port 541 (Fig. 6') appearin the diagrams asa single recess.` performing the same connecting function. Accordingly it is numbered 54 to avoid, undue confusion of reference characters. l

Referring now to Figs. 7 to 9. Assume than an application has been made and that train pipe pressure is gradually raised. Piston 15 moves to the right until stopped by plunger 23. The parts assume normal recharge and release position as shown in Fig. 7. Recharge takes place by way of port 14 chamber 16 and passage 17. Release takes place by ports and passages 32, 36, 42, 37, 33. Chamber 34 is vented through ports 40, 48.

Should train pipe pressure rise suddenly, instead of gradually, spring 24 would be compressed, recharge would be choked by the overtravel of the piston and release will take place by ports and passages 32, 36, 42, 45, 44, 37, 33. The discharge from chamber 34 takes place as in normal release position. As

equalization of train pipe and auxiliary reservoir pressure is approached valve 19 will be shifted back by spring 24 andrestricting port will be short circuited by port 47 which then bridges ports 43 and 46.

Should a service reduction be made piston 15 moves to the left carrying cylinder 26 over piston 27. The parts thus assume the position of Fig. 8. Air flows from the auxiliary reservoir by way of ports 41, 36, 32 and from the train pipe to the measuring chamber 34 by way of ports 39, 48, 49 (53) 54, (52), 51, 5o, 40.

When auxiliary reservoir pressure falls slightly below train pipe pressure the equalizing valve 19 will be moved back to service lap position, the parts assuming the positions shown in Fig. 9. The supply of air to the brake cylinder is cut oii.' by the closing of ports 41. The connection between the train pipe and measuring chamber is cut oif by the shifting of recesses 52, 53, 54 of valve 19 which now connects the measuring chamber with the brake cylinder, the path of communication being ports 40, 50, 51, (52), 54., (53), 41, 36, se.

A sudden or emergency reduction of train pipe pressure moves the mechanism to the position of Fig. 8, as in service applications, except that piston 27 operates to open valve 30 as heretofore explained.

Certain features above described in some detail are obviously subject to variation Within the scope of my invention and such variation is contemplated.

Having now described my invention, what I claim is 1. A triple valve for air brakes, comprising in combination a piston subject to opposing train pipe and reservoir pressures; a measuring chamber; slide and graduating valves operable by said piston; and a valve seat, said valves and seat being provided with suitable ports providing communical tion to the brake cylinder, train pipe, measuring chamber and. atmosphere, whereby said chamber is connected to the train pipe in service application position, to the brake cylinder in service lap position and to the atmosphere in release position.

2. A triple valve for air brakes, comprising in combination a piston subject to opposing train pipe and reservoir pressures; a measuring chamber; a valve seat having ports leading to the train pipe, measuring chamber, brake clyinder and atmosphere; a slide valve having ports adapted in application position of the valve to communicate with the train pipe, brake cylinder and measuring chamber ports of the valve seat; and a graduating valve coacting with the slide valve to connect the train pipe to the measuring chamber in application position, and movable to a lap position in which it interrupts said communication and connects the measuring chamber to the brake cylinder.

3. The combination with a triple valve having a slide valve and a graduating valve, the graduating valve alone moving between application and lap positions, of a measuring chamber and ysuitable ports leading to the train pipe, brake cylinder and measuring chamber, and controlled by the graduating valve, to connect the train pipe and measuring chamber in application position and the measuring chamber andbrake cylinder in lap position.

In testimony whereof I have signed my name to this specification.

HENRY F. BICKEL.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents, Washington, D. C. 

